JP2002122227A - Hydraulic control device for automatic transmission - Google Patents

Abstract

(57) Abstract: In an automatic transmission that performs a shift by changing a friction engagement element, an engagement control can be switched in response to a re-shift command during a shift. While a low clutch is being engaged based on a fifth-speed to fourth-speed shift command, a fifth-speed to third-speed re-shift command requiring the same low-clutch engagement is generated. The command oil pressure is changed stepwise to the low clutch engagement command oil pressure at the time of the third speed shift, and then the command oil pressure is increased and changed according to the characteristics at the fifth speed to the third speed shift to continue the low clutch engagement. Let it.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a technique for responding to a re-shift request during engagement control of a friction engagement element.

[0002]

2. Description of the Related Art Conventionally, as an automatic transmission for a vehicle,
2. Description of the Related Art There is known an automatic transmission in which a shift speed is switched based on a combination of engagement and release of a friction engagement element, and in which engagement and release operations of the friction engagement element are hydraulically controlled. Further, in the automatic transmission having the above configuration, a next shift command (re-shift) is performed from the first shift command to the end of the shift.
As a control when the error occurs, see JP-A-10-1034.
Japanese Patent Application Laid-Open No. 10-103497, which has been disclosed in Japanese Patent Application Laid-Open No. 97-103497, when a shift corresponding to a first shift command has already been started,
That is, when the operation of supplying hydraulic pressure to the engagement side or the operation of releasing hydraulic pressure from the disengagement side frictional engagement element based on the first gearshift command is started, in order to prevent the occurrence of gearshift shock and the like,
After the completion of the shift control based on the first shift command, the shift control based on the next shift command is performed.

[0003]

However, if the shift control based on the re-shift command cannot be executed until the shift control based on the first shift command is completed, as described above, for example, the driver depresses the accelerator greatly to shift. When the downshift is performed, there is a problem that the shift timing is later than the driver's intention.

[0004] The present invention has been made in view of the above-mentioned problems, and particularly, in a case where a frictional engagement element which is required to be engaged in the first shift command needs to be engaged even in the next shift command, the above-described engagement is performed. By enabling the engagement pressure of the friction engagement element to be adjusted to be adapted to the re-shift command, it is possible to avoid the occurrence of a shift shock and re-shift from the middle without waiting for the end of the shift control by the first shift command. It is an object of the present invention to provide a hydraulic control device for an automatic transmission that can perform a shift control corresponding to a command.

[0005]

According to the present invention, during the engagement control of the friction engagement element based on the shift command, a re-shift command different from the shift command is generated, and
When the engagement of the friction engagement element during the engagement control is required also in the re-shift command, the engagement instruction oil pressure is switched to the engagement instruction oil pressure required in response to the re-shift instruction to continue the engagement control. And

According to this configuration, for example, during the engagement control of the friction engagement element (for example, the low clutch) released at the fifth speed in accordance with the downshift request to the fourth speed,
When a downshift request to the third speed is required in which the same frictional engagement element is required to be engaged, the engagement instruction oil pressure required from the fifth gear to the fourth gear is switched to the engagement instruction oil pressure required from the fifth gear to the third gear. Then, the engagement control is continued.

[0007] Even when the same friction engagement element is fastened,
Since the request for the engagement pressure is different depending on the shift speed, the hydraulic pressure controlled in response to the first shift command is switched to a control oil pressure corresponding to the re-shift command halfway, and after the re-shift command is generated, By controlling the engagement hydraulic pressure with characteristics corresponding to the re-shift command, the engagement pressure of the friction engagement element to be engaged is adapted to the re-shift command during the engagement.

According to the second aspect of the present invention, the engagement instruction hydraulic pressure is controlled in accordance with the ratio of the transmission torque capacity corresponding to the input shaft torque of the transmission to each friction engagement element.
The configuration is such that the hydraulic pressure is switched according to the difference in the sharing ratio depending on the type of shift. According to this configuration, for example, when the sharing ratio in the re-shift command is smaller than the sharing ratio of the engagement-side friction engagement element in the first shift command, the engagement instruction hydraulic pressure is set in accordance with the decrease in the sharing ratio. Is decreased and thereafter, the engagement control is continued in accordance with the sharing ratio in the re-shift command.

According to the third aspect of the present invention, the engagement instruction oil pressure is changed stepwise to the oil pressure required in response to the re-shift command. According to this configuration, when the re-shift command is generated, the step is immediately changed to the engagement command oil pressure required in response to the re-shift command, and the engagement control is started with the command oil pressure corresponding to the re-shift command.

According to a fourth aspect of the present invention, the engagement instruction hydraulic pressure is gradually changed in a predetermined time to the hydraulic pressure required in response to the re-shift command. According to such a configuration, when the re-shift command is generated, the engagement command oil pressure at that time is gradually changed from the engagement command oil pressure required at the time corresponding to the re-shift command in a predetermined time, so that the re-shift command is generated. The switching of the engagement instruction hydraulic pressure is performed smoothly.

[0011] In the invention according to claim 5, the predetermined time is set longer as the input shaft torque of the transmission is larger. According to this configuration, the engagement instruction hydraulic pressure is changed to the hydraulic pressure required in response to the re-shift instruction at a speed corresponding to the input shaft torque of the transmission (torque generated by the engine). Over a longer period of time, the oil pressure is changed to the required oil pressure in response to the re-shift command.

[0012]

According to the first aspect of the present invention, when the re-shift command is generated, the engagement control is switched to the engagement command oil pressure required in response to the re-shift command, and the engagement control is continued. In the case of, the control is switched to the control adapted to the re-shift command in the middle of the engagement, and it is possible to perform the re-shift without waiting for the end of the first shift, and it is possible to perform the shift at a timing that matches the driver's intention In addition to switching to the hydraulic pressure corresponding to the change in the type of shift, it is possible to avoid the occurrence of a shift shock or the like due to hydraulic pressure mismatch.

According to the second aspect of the present invention, the engagement instruction hydraulic pressure is switched in accordance with the difference in the sharing ratio of the transmission torque capacity required for each shift speed. There is an effect that switching can be performed. According to the third aspect of the present invention, there is an effect that it is possible to easily change the engagement instruction hydraulic pressure according to the generation of the re-shift command.

According to the fourth aspect of the present invention, the change of the engagement instruction hydraulic pressure accompanying the generation of the re-shift command is smoothly performed,
There is an effect that generation of a shock due to a sudden change in the engagement instruction hydraulic pressure can be avoided. According to the fifth aspect of the present invention, since the engagement instruction hydraulic pressure is changed at a speed corresponding to the input shaft torque at that time, it is possible to respond to the re-shift instruction while avoiding the occurrence of a shock due to a sudden change in the engagement instruction hydraulic pressure. Thus, it is possible to quickly switch to the required engagement instruction hydraulic pressure.

[0015]

Embodiments of the present invention will be described below. FIG. 1 shows a gear train of an automatic transmission for a vehicle to which a hydraulic control device according to the present invention is applied. An engine output torque is input to an input shaft I via a torque converter. Is transmitted to the drive wheels via the output shaft O.

In FIG. 2, three first, second, and third planetary gear sets G1, G2, and G3 are coaxially provided between input and output axes I and O.
Are arranged. The three first, second, and third planetary gear sets G1, G2, and G3 include first, second, and third sun gears, first, second, and third ring gears, first, second, and third gears. This is a simple planetary gear set consisting of a carrier.

The first sun gear is connected to the input shaft I, the second and third sun gears can be connected to the input shaft I by the low clutch L / C, and the second carrier is connected to the high clutch H.
/ C enables coupling to the input shaft I. The first carrier and the second ring gear are integrally engaged and can be fixed by the second brake 2 / B, and the first ring gear can be fixed by the third speed / 5th speed / reverse band brake 35R / B.

Further, the second carrier is further integrally connected to the third ring gear so that it can be fixed by the low reverse brake LR / B, and is prevented from rotating in the direction opposite to the input shaft I by the low one-way clutch L / OWC. In the gear transmission train described above, the first to fifth forward speeds and the reverse speed can be selected by a combination of the engagement (shown by a circle) and the release (no mark) of the friction engagement elements shown in FIG.

FIG. 3 is a shift control hydraulic circuit for the gear train shown in FIG. 1, which achieves the engagement logic of FIG. The manual valve 10 outputs the line pressure PL adjusted by the pressure source 11 and output to the circuit 12 to the port 10D in the D range, to the ports 10D and 10I in the I range, and to the port 10R in the R range. In the N range, all ports are drained without connecting the line pressure circuit 12 to any port.

A circuit 17 supplies a constant pilot pressure to the first, second, and third duty solenoid valves 13 to 15 and the solenoid switching valve 16. This pilot pressure is created by the pilot valve 18 reducing the line PL to a constant value. The duty solenoid valves 13 to 15 are further connected to a forward pressure circuit 19 which is connected to a manual valve port 10D.
It leads to the fastening room LCA of C.

The duty solenoid valves 13 to 15
Maintains the illustrated position where the pilot pressures into the chambers 13a, 14a and 15a are drained at a duty of 0% and the circuits 20 to 22 are drained. As the duty is increased toward 100%, the chambers 13a, 14a and 15a are increased. The pressure increases until the pressure becomes the same value as the pilot pressure.
The internal pressure is increased until it reaches the same value as the line pressure of the forward pressure circuit 19.

When the solenoid switching valve 16 is turned on,
The pilot pressure of the circuit 17 is supplied to the switching valves 23 and 24, and these valves are moved to the right in the drawing.
Let 4 be the position shown. The switching valve 23 connects the circuit 20 to the circuit 25 at the position shown in the figure, and connects the circuit 20 to the circuit 26 in the right-hand direction. Further, the switching valve 24 connects the second brake 2 / B to the circuit 25 and the high clutch H / C to the drain port 24a at the illustrated position, and when the vehicle goes to the right, the second brake 2 / B to the drain port 24a.
The high clutch H / C communicates with the output port of the shuttle valve 27.

One input port of the shuttle valve 27 is connected to a circuit 26, which is connected to the release chamber LCR of the low clutch L / C and the band brake 35R via the switching valve 28.
/ B, 5th speed, reverse connection room 5RA. The other input port of the shuttle valve 27 is connected to the circuit 22, and the circuits 22 and 25 are connected to the 2.4-speed release chamber 24R of the band brake 35R / B via the shuttle valve 29,
Circuit 21 is connected to the 3rd speed / reverse engagement room 3RA of the band brake.
Connect.

The port 10I of the manual valve 10 is connected to the first speed engagement chamber 1A of the low reverse brake LR / B via the I range pressure reducing valve 30. Further, the port 10R of the manual valve 10 is connected to the reverse engagement chamber RA of the low reverse brake LR / B by the circuit 31, and the switching valve 2
8 is connected to the fifth speed / reverse engagement chamber 5RA of the band brake 35R / B.

The controller 40 shown in FIG. 4 controls the valves 13 to 16 so that the combination of engagement and release of the friction engagement element corresponding to the required shift speed is achieved. The control unit 40 detects a signal from an input torque sensor 41 for detecting an input shaft torque of the transmission, a signal from an output rotation sensor 42 for detecting a transmission output rotation speed No, and an engine throttle opening TH. The input is a throttle sensor 43 and the like.

Next, the shift operation in the D range in the automatic transmission will be described. When the manual valve 10 is set to the D range for the "first speed" forward traveling, the line pressure PL of the circuit 12 is output to the port 10D. This line pressure is applied from port 10D to circuit 19
, To the low clutch L / C engagement chamber LCA to engage the low clutch L / C.

On the other hand, if the driving state is to select the first speed, the controller 40 shown in FIG. 4 sets the duty solenoid valves 13 to 15 to 0% duty and turns off the solenoid switching valve 16. Therefore, the circuits 20 to 22 are put in a non-pressure state, and the switching valves 23 and 24 are set to the illustrated positions, so that the release chamber LCR of the low clutch L / C, the second brake 2 / B, the high clutch H / C, and the band brake 3
All 5R / B rooms 3RA, 5RA, 24R are drained. Accordingly, only the low clutch L / C is engaged in the automatic transmission, and the first speed is selected. In the 1st speed state of the “2nd speed” D range, when the operating state is to select the 2nd speed, the controller 40 gradually increases the duty of the duty solenoid valve 13 to generate pressure in the circuit 20 and reduce the pressure. Gradually raise. The pressure of this circuit 20 is controlled by switching valves 23, 24
, The second brake 2 / B is gradually applied, and the upshift to the second speed is performed. In the "3rd speed" 2nd speed state, when the operating state is to select the 3rd speed, the controller 40 reduces the duty of the duty solenoid valve 13 to reduce the duty of the circuit 20 (second brake 2).
/ B), and at the same time, gradually increase the duty of the duty solenoid valve 14 to generate pressure in the circuit 21 (the chamber 3RA of the band brake 35R / B) and gradually increase the pressure. Thus, the second brake 2 / B is released, and the upshift to the third speed is performed by changing the friction element to which the band brake 35R / B is engaged.

During the shift from the second speed to the third speed, the engagement pressure of the released second brake 2 / B and the engagement pressure of the applied band brake 35R / B are individually controlled by duty solenoid valves 13 and 14, respectively. Therefore, it is possible to freely control the release timing of the second brake 2 / B and the engagement timing of the band brake 35R / B freely according to the driving state. In the operation state in which the fourth speed should be selected in the "fourth speed" third speed selection state, the controller 40 turns on the solenoid switching valve 16 and switches the switching valves 23 and 24 by the pilot pressure from the circuit 17 to the right-hand position in the figure. At the same time, the duty of the duty solenoid valve 14 is gradually reduced to reduce the pressure of the circuit 21 (the pressure in the fastening chamber 3RA of the band brake 35R / B), and the duty of the duty solenoid valve 15 is gradually increased to reduce the duty of the circuit 22. The pressure (the engagement pressure reaching the high clutch H / C via the shuttle valve 27 and the switching valve 24) is gradually increased. Thus, the band brake 35R / B is released, and the upshift to the fourth speed is performed by changing the friction element to which the high clutch H / C is engaged.

Even during the shift from the third speed to the fourth speed, the engagement pressure in the chamber 35A of the released band brake 35R / B and the engagement pressure of the high clutch H / C to be engaged are determined by the duty solenoid valves 14, 15, respectively. Can be controlled individually. When the operation state in which the fifth speed is to be selected in the “fifth speed” fourth speed selection state is reached, the controller 40 sets the duty solenoid valve 15
, The pressure of the circuit 22 is reduced, and the duty of the duty solenoid valve 13 is increased to increase the pressure of the circuit 20.

The pressure drop in the circuit 22 is caused by the high clutch H / C
Instead, the pressure of the circuit 20 reaches the high clutch H / C via the switching valve 23, the shuttle valve 27, the circuit 26, and the switching valve 24, and continues to engage the high clutch H / C. The pressure that reaches the circuit 26 also reaches the release chamber LCR of the low clutch L / C at the same time, and releases the low clutch L / C because the pressure receiving area of this chamber is larger than the pressure receiving area of the chamber LCA.

The pressure in the circuit 26 further reaches the fastening chamber 5RA of the band brake 35R / B via the switching valve 28, and the release chamber 24R of the brake is drained by the pressure drop in the circuit 22, so that the band brake 35R / B Is concluded. As a result, an upshift to the fifth speed is performed. Note that the duty solenoid valves 13 to 15 and the solenoid switching valve 1 are also used for 5 → 4 downshift, 4 → 3 downshift, 3 → 2 downshift, and 2 → 1 downshift.
By the corresponding control of No. 6, the upshift is performed in the reverse procedure.

By the way, in the automatic transmission having the above configuration, the ratio of the transmission torque capacity corresponding to the input shaft torque of the transmission before and after the shift is determined in advance for each friction engagement element for each type of shift. The controller 40 controls engagement / disengagement of each friction engagement element according to the sharing ratio.
Specifically, as shown in FIG. 5, for example, the fastening pressure of the engagement side frictional engagement element is increased to near the critical pressure for engagement / release by precharging, while the engagement pressure of the release side frictional engagement element (transmission The torque capacity) is reduced from a value at the time of non-shifting to a release initial pressure (> critical pressure) corresponding to a transmission torque represented by input shaft torque Tt × torque sharing ratio OB (sharing ratio before shifting).

Then, the fastening pressure of the release side frictional engagement element is
At the same time, control is performed so as to decrease at a predetermined time t from the release initial pressure to a target pressure (<critical pressure) corresponding to a transmission torque represented by input shaft torque Tt × torque sharing ratio OA (sharing ratio after shifting). From the critical pressure to the input shaft torque T from the critical pressure.
Control is performed so as to increase at a predetermined time t to a target oil pressure (> critical pressure) corresponding to a transmission torque represented by t × torque sharing ratio CA (sharing ratio after shifting).

It should be noted that even in the fourth speed and the third speed in which the same low clutch L / C is engaged, the ratio of the torque transmitted to the drive wheels via the low clutch L / C is different.
In a downshift from the fourth speed to the fourth speed and in a downshift from the fifth speed to the third speed, a sharing ratio CA (sharing after shifting) that determines the input shaft torque Tt × CA that is the hydraulic pressure target of the low clutch L / C. A different value is set as the value of the (ratio).

Here, in the present embodiment, for example, the fifth speed →
When a re-shift command that requires the same frictional engagement element to be engaged, such as a fifth-speed to third-speed shift command, is generated during a shift based on a fourth-speed shift command, a change in the sharing ratio is taken into account. Switching the engagement instruction hydraulic pressure to continue the engagement control,
The shift from the first speed to the third speed is switched halfway.

Specifically, the engagement instruction hydraulic pressure is controlled as shown in the flowchart of FIG. First, in step S1, it is determined whether or not the replacement of the friction engagement element is being performed based on the shift command. The period during which the frictional engagement element is being replaced is a period in which the hydraulic pressure of the engagement-side frictional engagement element is increased from the critical pressure toward the engagement target.

If it is determined that the shift is being performed, the process proceeds to step S2, and it is determined whether or not a re-shift command has been issued. When the re-shift command is generated, the process proceeds to step S3, and it is determined whether the friction engagement element required to be engaged by the first shift command is the same as the friction engagement element required to be engaged by the re-shift command. Determine.

For example, when the low clutch L / C is engaged in accordance with the shift command from the fifth speed to the fourth speed, the fifth speed → 3
When the speed change command is issued, the same low clutch L / C is required to be engaged also in the speed change command.
In step S3, it is determined that the friction engagement element required to be engaged by the first shift command is the same as the friction engagement element required to be engaged by the re-shift command.

If it is determined in step S3 that the friction engagement element required to be engaged by the first shift command is different from the friction engagement element required to be engaged by the re-shift command, a re-shift command is generated. As in the case where no shift is performed, the process proceeds to step S6, and the shift control based on the first shift command is continued as it is. Therefore, when it is determined that the friction engagement element required to be engaged by the first shift command is different from the friction engagement element required to be engaged by the re-shift command, the shift corresponding to the first shift command ends. After that, the shift corresponding to the re-shift instruction is performed.

On the other hand, if it is determined in step S3 that the friction engagement element required to be engaged by the first shift command is the same as the friction engagement element required to be engaged by the retransmission command, Then, the process proceeds to step S4. In step S4, the engagement command oil pressure P corresponding to the re-shift command is set based on the command oil pressure PA (engagement command oil pressure) of the engagement-side frictional engagement element at that time.
Calculate B.

Here, assuming, for example, that a re-shift command from the fifth gear to the third gear is issued during a gear shift based on a gear shift command from the fifth gear to the fourth gear, the allotment required for the low clutch L / C during the gear shift. The ratio is different between 5th to 4th speed and 5th to 3rd speed,
Assuming that the post-shift sharing ratio required for the low clutch L / C during the fifth-speed to fourth-speed shift is CA4th, and the post-shift sharing ratio required for the low clutch L / C during the fifth-speed to third-speed shifting is CA3rd, re-transmission The engagement command oil pressure PB corresponding to the command is the command oil pressure of the engagement-side frictional engagement element based on the first speed change command as PA
Then, PB = (CA3rd × PA) / CA4th is obtained.

In step S5, the engagement command oil pressure is stepwise changed from the command oil pressure PA for the engagement-side frictional engagement element based on the first shift command to the engagement command oil pressure PB corresponding to the re-shift command. The engagement command oil pressure is gradually increased at the rising speed when increasing from the critical pressure to the target oil pressure determined by the sharing ratio corresponding to the re-shift command at the predetermined time t, and the engagement control is continued (see FIG. 7). .

By switching the engagement instruction hydraulic pressure,
As for the engagement-side frictional engagement element, the control corresponding to the re-shift command has been switched halfway, and after the re-shift command has been issued, the shift from the fifth speed to the third speed is performed from the beginning. Similarly, since the engagement instruction hydraulic pressure increases and changes, even if the type of shift is switched in response to the generation of the re-shift instruction, the hydraulic pressure of the engagement-side friction engagement element does not become excessive or insufficient, and a shift shock is generated. And can respond to a re-shift command.

Therefore, it is possible to perform the shift corresponding to the re-shift command without waiting for the completion of the shift corresponding to the first shift command, and it is possible to realize a shift that meets the driver's intention. In order to respond to the re-shift command, it is necessary to switch the release control target in parallel with the control of the command oil pressure of the engagement-side friction engagement element. If a fifth-speed to third-speed re-shift command is issued during the speed change based on the shift, the release control of the band brake 35R / B is switched to the release control of the high clutch H / C with the re-shift command. .

In the above embodiment, the engagement command oil pressure is switched stepwise in response to the re-shift command. However, the engagement command oil pressure corresponding to the first shift command is changed from the engagement command oil pressure corresponding to the re-shift command. The switching of the engagement finger hydraulic pressure without shock can be performed by smoothly changing the hydraulic pressure, and a second embodiment having such a configuration will be described with reference to the flowchart of FIG.

In the flowchart of FIG. 8, the processing in each of steps S11 to S14 is as follows.
Steps S1 to S4 in the flowchart in FIG. 6 are the same as steps S19 to S4 in the flowchart in FIG. 6, and a description thereof will be omitted. In step S14, when the engagement command oil pressure PB is determined in response to the re-shift command, in step S15, the time t1 for changing from the current engagement command oil pressure PA based on the first shift command to the oil pressure corresponding to the re-shift command. Is determined based on the input shaft torque at that time.

The time t1 is set to be longer as the input shaft torque of the transmission is larger. Step S1
In step 6, the engagement instruction hydraulic pressure PC is calculated after the time t1 when the hydraulic pressure is increased at a speed corresponding to the re-shift command using the engagement instruction hydraulic pressure PB as an initial pressure (see FIG. 9).

The increase speed of the hydraulic pressure corresponding to the re-shift command is increased from the critical pressure to the target hydraulic pressure determined by the torque sharing ratio CA3rd at a predetermined time t when the re-shift finger command is changed from the fifth speed to the third speed. It becomes the rising speed when making it. In step S17, a change speed of the hydraulic pressure when changing from the engagement instruction oil pressure PA at that time based on the first shift instruction to the engagement instruction oil pressure PC at time t1 is calculated.

In step S18, a process of gradually decreasing the command oil pressure from the engagement command oil pressure PA is performed according to the speed calculated in step S17.
, The engagement instruction hydraulic pressure is increased at an increase speed of the hydraulic pressure corresponding to the re-shift command (see FIG. 9). In the second embodiment, the engagement instruction oil pressure PA is changed at a constant speed from the engagement instruction oil pressure PC to the engagement instruction oil pressure PA. The engagement instruction hydraulic pressure may be changed more smoothly by, for example, decreasing the change speed after the distance is sufficiently approached.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear transmission train of an automatic transmission.

FIG. 2 is a diagram showing a logical table of friction engagement elements in the gear transmission train.

FIG. 3 is a circuit diagram showing a hydraulic circuit of the gear transmission train.

FIG. 4 is a block diagram showing a control system of the hydraulic circuit.

FIG. 5 is a time chart showing replacement of a friction engagement element by hydraulic control in the embodiment.

FIG. 6 is a flowchart showing a first embodiment of control when a re-shift command is issued.

FIG. 7 is a time chart showing control characteristics in the first embodiment.

FIG. 8 is a flowchart showing a second embodiment of control when a re-shift command is issued.

FIG. 9 is a time chart showing control characteristics in the second embodiment.

[Explanation of symbols]

 I: input shaft O: output shaft G1: first planetary gear set G2: second planetary gear set G3: third planetary gear set L / C: low clutch H / C: high clutch 35R / B: band brake 2 / B ... Second brake LR / B ... Low reverse brake L / OWC ... Low one-way clutch 10 ... Manual valve 11 ... Pressure source 13 ... Duty solenoid valve 14 ... Duty solenoid valve 15 ... Duty solenoid valve 16 ... Solenoid switching valve 40 ... Controller 41 ... Input torque sensor 42 ... Output rotation sensor 43 ... Throttle sensor

Claims (5)

[Claims] 1. A hydraulic control device for an automatic transmission for hydraulically controlling engagement / disengagement of a friction engagement element, wherein a re-shift that differs from the gear shift command during engagement control of the friction engagement element based on the gear shift command. When a command is generated and the re-shift command also requires the engagement of the frictional engagement element during the engagement control, the engagement command hydraulic pressure is switched to the engagement command hydraulic pressure required in response to the re-shift command. A hydraulic control device for an automatic transmission, characterized in that the engagement control is continued by performing the control. 2. An engagement instruction hydraulic pressure is controlled in accordance with a sharing ratio of a transmission torque capacity corresponding to an input shaft torque of a transmission for each friction engagement element. The hydraulic pressure control device for an automatic transmission according to claim 1, wherein the hydraulic pressure is switched according to the following. 3. The hydraulic control device for an automatic transmission according to claim 1, wherein said engagement instruction hydraulic pressure is changed stepwise to a hydraulic pressure required in response to a re-shift instruction. 4. The hydraulic control device for an automatic transmission according to claim 1, wherein said engagement instruction hydraulic pressure is gradually changed within a predetermined time to a hydraulic pressure required in response to a re-shift instruction. 5. The hydraulic control device for an automatic transmission according to claim 4, wherein the predetermined time is set longer as the input shaft torque of the transmission is larger.